Engine control



F. c. MocKV ENGINE -CQNTROL sept. 2, 1947.

fff;

Filed Jan. 29, 1957 INVENTOR. ank C. Moc

ATTORNEY.

Patented Sept. 2, 1947 ENGINE CONTROL Frank o. Mock, south Bend, 1nd.,assigner, by

mesne assignments, to Bendix Aviation Corpov ration, South Bend, Ind., acorporation of Dela-4 ware vApplication January 29, 1937, Serial No.123,063

1 59 Claims. (Cl. 123-119) This invention relates to internal combustionengines and more particularly to fuel mixture controls for internalcombustion engines.

An object of the invention is to provide a fuel mixture control foraninternal combustion enjmined power outputv which will be maintainedconstant irrespective ofthe temperature and pressure of the atmosphere.

Other objects and features of the invention will beapparent from thefollowing/description taken in connection with the accompanyingdrawings, in which:

Fig. l is a somewhat diagrammatic showing of the improved fuel mixturecontrol as applied to an internal combustion engine.

Fig. 2 is a fragmental view showing the manual fuel control in theincreased fuel position.

Fig. 3 is a showing of a modified form of control mechanism.

Fig. 4 is a showing of a modified form of ingine which willautomatically deliver a correct 5 stalling the bellows in the exhaustmanifold.. fuel and air mixture throughout a wide range in Referring tothe drawing, and particularly to atmospheric pressure. I Figs. 1 and 2,theengine is represented at I Another object of the invention is toprovide a. which is provided with an exhaust manifold 2, device for afuel injection engine that will prean air inlet manifold 3 and a fuelinjection pump vent the delivery of an ov er-rich fuel and air mix- .4which is manually controlled by apparatus ture at high altitude.hereinafter described. The fuel pump comprises Another object of theinvention is to provide a plungers 6, one for each engine cylinder,which fuei mixture control which will vary the mixture are reciprocatedby cam 1 acting through the in accordance with the density of theair'charge 15' bell-crank 8, fuel being drawn in. through pipe 9 in theengine. and injected intothe engine cylinder through Another object ofthe invention is to provide pipe II and nozzle I2. -The cam 1 is axiallyslida fuel mixture control which will vary the fuel able upon thesplined shaft I3 by bell-crank I4 mixture in accordance with a number ofhaving projections I6 extending into the groove variables, including thetemperature and prescollar I1. The Pump is shown in an intersure in theintake conduit and the temperature mediate fuel position `and thequantity of fuel and pressure in the exhaust conduit. injected at eachstroke of the plunger is increased Another object of the invention Aisto provide when the cam 1 is`moved downwardly and dea control for a fuelinjection engine having a creased when itis moved upwardly. Movementmanual fuel control that will tend to reduce the of the cam is obtainedthrough the manually fuel supply when the air pressure controlledoperated control rod I9 pivotally secured to bellthrottle reachessubstantially its wide open posicrank 2|, one arm of whichis providedwith a tion. roller 22 which is movable within the cam groove Anotherobject of the invention is toiprovide a 23 of lever 24 which isconnected with bell-crank control for a fuel injection engine that willfor- I4 by rod 26. The above described linkage is so cibly move themanual control toward a decreased arranged that movement of rod I9toward the fuel position when the air throttle reaches subleft, asviewed in Fig. 1, moves the cam 1 downstantially its wide open position.wardly to increase the fuel and movement of the Another object of theinvention is to provide a rod I9 toward the right moves the linkage in acontro1 for a fuel injection engine having an air 35 manner to. decreasethe fuel. Bell-crank 2l is pressure controlled throttle in which thethrottle provided with a hollow extension 21 in which is valve may bemanually moved from its extreme mounted a spring pressed plunger 28having a open and closed position. roller 29 which is adapted to moveover the sur- Another object of the invention is to provide face of arm3l ,of the bell-crank lever 32 which an automatic mixture control thatwill deliver a 40 is pivotally mounted at 33 on the fixed bracketconstant fuel charge regardless of the external air 34, it being notedthat lever 24 is also pivotally pressure. mounted on the xed bracket at36. Lever 32 is Another object of the invention is to provide4operatively connectedwith throttle valve 31 by an automatic mixturecontrol that will enable an rods38 and 38', both of which are pivotallycon' airplane pilot to set his engine for a predeternected at 40 `withlever 42 and rod 38' having a pivotal connection with the throttleoperating lever at 39, the connecting linkage between throttle 31 andbell-crank 32 being so arranged that opening movement of the throttlecauses'the bellcrank to rock inga counter-clockwise direction againstthe forceof spring 4I. In order to provide against closure of throttle31 and too greatan enrichment of the mixture, in the event of a failureof bellowsv 44 or 53, it is desirable to incorporate a safety feature.To .this end casing amano 21 is provided with an arm 25 projectingbeneath the'lever 3| and'adapted to limit its downward movement. Theouter end of lever 3| has its under side of such a contour that in theevent4 of failure of either or both bellows, spring 4| will force thelever against arm 25. Althoughr the mixture will be enriched by failureof the bellows, it will not be enriched beyond the point at which theengine will not operate. 'I'he quantity of fuel injected into the engineat each stroke of the pump is positively controlled by manual operaftion of rod |9,'but the operation of throttle 31 is dependent on thepressure within the air inlet manifold 3. Movement 'of the throttlevalve in accordance with the manifold pressure is 'accomplished byconnecting the rod 38 with arm 42 of a bell-crank lever, the arm 43 ofwhich is connected to an evacuated bellows' 44 secured to the inner sideof air tight casing A46. The bellows 44 may be evacuated to any desireddegree and is preferably formed of some inherently elastic materialwhereby the bellows will'expand when the pressure within the casi'ng 46is reduced. The engine intake manifold pressure is transferred to casing46 by conduits 48 and 49 which are connected to points spaced in thedirection of ow within the manifold. Conduit 48 is preferably of alarger capacity than conduit 49 in order that the pressure within casing46 shall-be substantially the same as the pressure within-manifold 3.

In the construction shown in Fig. 1, pipe 46 is connected to the inletmanifold y3 some little distance on the down-stream Vside of theconnection leading to pipe 49. Therefore, at all times there will be acirculation through casing 46 and the bellows 44 will be subjected tothe temperature of the inlet manifold as well as the pressure. If thebellows 44 is not completely evacuated, or if it contains a fluid, itwill expand both in accordance with the temperature and static pressureof Vthe manifold. The dif` ferential in pressure between the two spacedpoints may be increased somewhat by the use of Venturi tube 5|, the useof which is recommended,` as it will enable the apparatus to functionproperly when used in connection with a supercharger, not shown, whichmay be connected to the lower end of the inlet manifold. Thethrottlefvalve 31 'is also controlled in accordance with the pressureand temperature of the exhaust gases within .conduit 2 by means of an.expansible bellows 53 which is-secured to the housing 46 and has itsmovable end secured to thek upper extension of lever 42 'at 54. The

,interior of bellows 53 is connected through pipe 56 to an expansiblebellows 51 located in the interior of the exhaust conduit 2. In sorrnecases it-may be desirable to control bellows 53 only by the pressure ofthe exhaust ,gases and in such cases the bellows 51 may be shielded fromthe hot gases by locating the bellows in a recess as shown at 60 in Fig.4, or by the use of a suitable baille 65. Bellows 51 and` 53, as well asconduit 56, are preferably filled with a fluid which will expand withtemperature and also cause bellows 53 to expand when the bellows 51 iscompressed by the pressure of the exhaust gases within exhaust conduit2.l A manual adjustment of the bellows is effected by means of a headedscrew 58 which is connected to the lever 43 by a tension spring 6|.v Itwill .be noticed that by a proper 'selection of spring 6| and theangularlty of lever arm. 43-the balancing force of spring 6| upon thebellows may be made substantially constant for various positions of the.arm acted upon by the` spring '6|v will be in'- creased, therefore by aproper .selection of levers the bellows may be substantially balanced inall of its positions. Throttle valve 31 is provided with an arm 62 whichis mounted on the throttle shaft 63 and in substantially the wide openposition of -the throttle valve is adapted to contact the operatingmember 64 bf the control valve generally designated at 66; The controlvalve 66 comprises a housing 61, the interior of which isconnected to asource of oil pressure by pipe 68 and .is drained by pipe 69 through abushing 1| having grooves 12 and 13 which are connected to the interiorof the bushing by radial holes 14 and 15. Within bushing 1| is slidablymounted a piston valve 19 having 'relieved portions 9| and 82. Piston 19is normally urged toward the vleft by spring 84 which abuts against theremovable plug 96; In the normal position of the valve, conduit 81 isalignedwith relief portion 62 whereby any fluid in 81 may be drained outthrough pipe 6 9 and there isno connection between-pressure pipe 68 andconduit 81. Conduit 81 is connected to the interior of casing '69 inwhich is slidablymounted a ,piston'9| normally urged to itsinner`position by spring 92. Piston 9| is provided with a rod 93 having anenlarged head 94located in the path of movement-of roller 96whichisfsecured to leverl 2|.

Inthe form ofthe invention shownin Fig. 3,

the operating member 64 is actuated by an evacu atedbellows 98 which issecured 'to a fixed member 99, the bellows 98 being evacuated to'anydesired degree and preferably -formed of 'an elasticmaterialwherebyfa decrease of pressure causes the bellows to expand and movethecontrolling member 64 toward the right.

' '11; being noted that the mechanical advantage of the lever32 tocompress the spring 4| is increased and the throttle valve 31 can operifurther for any given intake manifold suction.y

The operation of the above described mechanism up to this point is quitesimilar to my copending application, 'Serial' No. `r618,380, filed June20, 1932.

IfV the abovefdescribe'd fuel control be installed y on an airplane',the throttle 31 will follow the operation of the manual fuel control anddeliver the correct proportion of fuel for all ordinary altitudes, butit will be understood that under certain conditions of extreme highaltitude or decreased atmospheric pressure, the vthrottle valve may bewide open and still not permit enough air to enter the engine vto give acorrect mixture for the quantity of fuel injected. This point may be.designated -as the critical position of the apparatus. and in order tosecure a correct 4mixture the operator must either manually reduce thefuel or descend tf. t region of higher pressure.

In the present invention a means has been provided whereby the fuelcontrol will be auto- I matically moved to ay decreased fuel positionwhen the throttle valve is wide open. 1 For eilectis so located withrespect to lever arm 62 that in substantially the wide open throttleposition the plunger 19 will be pushed toward the right and groove 13will be broughtinto communication with groove .12 by means of therelieved portion 8l. The pressure Within groove 13 is trans-f ferred tothe casing 89 by means of conduit 81 and piston 9| is moved upwardly tocontact roller 96 and positively-move the manual control to reduce .thefuel. Thechange in the fuel control position changes the position ofroller 29 with l respect to 3i and the spring Il iseifectiveto'partially close the throttle 31 and permit plunger 19 to return tothe position shown. in Fig. 1 wherein the pressure within the casing 89is relieved and the spring 92 acts to return the into the engine under aconstant intake manie fold pressure increases somewhat at high altitudesbecause of the decreased back pressure in the exhaust manifold,therefore means has been incorporated to compensate for this action.

It has been discovered that the weight of air charge taken into thecylinder will vary with the temperature and pressure of the exhaustgases, because of the space occupied and the heat transferred from theresidual exhaust gases remaining in the cylinder at the top of theexhaust stroke. It is, therefore, necessary to take into account thepressurev and possibly the temperature of` the exhaust in obtaining a,throttle action which will accurately measure the amount of the intakecharge per cylinder. Where the vexhaust manifold stacks are short andindividualfor each cylinder, a satisfactory approximation may beobtained by asuming that the exhaust pressure is that of the externalatmosphere, but when the exhaust is confined or restricted, a directtransfer of pressure and temperature is preferable. The pressure andtemperature of the exhaust gases have therefore been utilized to furthermodify the throttle action, and an increase in either exhaust gaspressure or temperature will increase the pressure of the fluid withinbellows 51 and partially close throttle 31. l

It may, now be seen that by reason of the control of the throttle inaccordance with exhaust gas pressure, that theair charge is varied withchanges in exhaust gas pressure in a manner tol keep the charge constantfor any given intake manifold pressure. This is very desirablelbemanifold pressure atthe desired point after the throttle has attainedits wide open position. It

will be apparent that indicator. i lflwill s how au.; correct reading ofthe unit mixture chargesen-,h tering the engine and there Vwill bev nodanger of the operator unwittingly operating the engine with a greaterhorsepower than is desirable.

In the form of theinvenuon shown in Fig. 3,y the operating member 64 isactuated by means-of the evacuated bellows 98 whenever the externalpressure reaches apredetermined minimum and v the manual fuel control ismoved toa decreased position in the same manner as that described forthe form shown in Figs. l and 2. It will be noted `that in the improvedcontrol, herein before described, the throttlevalveposition isdetermined by the conjoint action of intake temper-` l ature andpressure, exhaust temperature and pressure, and the position of themanual fuel` contrai and that theposition of the throttle in turn actsto reduce the fuel at substantially its wideopen position.

While certain embodiments of the invention. have been illustrated anddescribed, it is understood that the showing and description areillustrative only and the invention is not regarded as limited to theforms shown and described, or otherwise, except by the terms of thefollowing claims: v

What is claimed is: u

l. In a fuel mixture control for anengine, a fuel pump, an air conduitanda throttle therefor, means forcontrolling the fuel pump, means f forcontrolling the throttle to increase the air cause heretofore there hasbeen danger of overloading the engine at high altitudes -wlth a conistant inlet manifold pressure, because of the inherent increase inhorsepower due to reduced back pressure of the exhaustgases.

In the present invention the charge per cylinder and the horsepower ofthe engine remain constant at all altitudes and the quadrant I I0 may beFor example, Yif the ow as the fuel is increased, and means controlledby the throttle at substantially its wide open position for limiting themovement ofthe fuel pump control in the direction to increase the fuel.

2. In a fuel mixture control for an engine, a l

fuel pump, an air conduit and a throttle therefor, means for controllingthe fuel pump, means for controlling the throttle to in :rease theairflow as the fuel is increased, and means controlled by throttle positionfor positively moving the pump control to a reduced fuel position at thewide open position of the throttle.

3. In a fuel mixture control .for an -internal combustion engine, meansfor supplying fuel to the engine, an air conduit and a throttletherefor, means for controlling the fuel supply means, means forcontrolling the throttle to increase the air supply as `the pressure inthe air conduit is decreased, and means operated at substantially Wideopen position of the throttle to' limit movement of the yfuel'controland to keep `the fuel supply less than a predetermined amount. l

4. In a fuel and air mixture control for fan engine, manual means forcontrolling ythe fuel, autmatic means. for. controlling the air, saidautomatic means including a plurality of mutually coacting pressureresponsive members that for, a manually actuated element controlling thefuel feed, means responsive to conduit pressure for controlling thethrottle, power controlled means for moving the element toward adecreased 7 fuel position, and means operable at substantially wide openthrottle position for supplying power to the power controlled means. Y

6. In a control for fueland air feeds to an engine, a control of thefuel feed, a control of the air feed in accordance with engine intakemanifold air pressure for controllingthefuelair ratio, and means formodifying one oi'- said feeds in response to variations in the tempera.-ture of the'engine exhaust gas and to variations in the exhaust back'pressure resulting from variations in altitude.

open throttle position to cause the servo motor to reduce the fuelsupply.

12. Engine fuel-air ratio control means.y and means actuating saidcontrol means to regulate said fuel-air ratio withchanges of enginespeed,

vmanifold pressure and exhaust pressure.

13. In a fuel mixturecontrol for an internal combustion engine. a fuelpump, an air conduit '7. In a fuel mixture control forv an internall Ilcombustion engine, a fuel pump, an air conduit and a. throttletherefor, a manual control for the fuel pump, means responsive toconduit pressure for controlling the throttle, fluid pressureI actuatedmeans for moving the manual control toward a decreased fuel position,and means actuated by the throttle at substantially the open positionthereof for supplying duid pressure to means movable with the fuel feedcontrol to cause the throttle to admit an'increased air supply when thefuel is increased, means controlled by the temperature and pressure ofthe exhaust gas for controlling the throttle position and throttleoperated means arranged to positively control the fuel feed and reducethe fuel supply at substantially wide open throttle position. y

9. In a control for fuel vanil air feeds to an engine, a manual controlfor one of said feeds, an automatic control of the other of said feedsin accordance with engine intake manifold air pressure for controllingthe fuel-air ratio," and means for modifying one of said feeds inresponse to variations in the temperature of the engine exhaust gas andto variations in the exhaust back pressure resulting from variationsinaltitude.

10. In a fuel mixture control for an engine, a fuel feed, an air conduitand athrottle therefor, manual means for controlling the fuel feed, means actuated by air pressure ,tending to open the throttle as thepressure is reduced, means movable with thefeed control resilientlyopposing the openingmovement of the throttle and arranged toprogressively decrease the opposition as vthe fuel feed control is movedtoward an increased fuel position. and power actuated means forypositively moving the, manualfuelcontrol means toward a 'decreased fuelposition, said power actuated means being actuated by the throttle atsubstantially its wide open position.

l1. In a fuel mixture control for an internal combustion engine, a fuelpump, an air conduit and a throttle therefor, manual means for con---trolling the fuel pump, means actuated by air pressure tending to openthe throttle as the pressure is reduced, means movable with the pumpcontroly resiliently opposing the opening movement of the throttle andarranged to progressively decrease the opposition as the fuel pumpcontrol is moved toward an increased fuel position, anormally inactiveservo motor adjacent the manual fuel control arranged to force thecontrol a predetermined amount toward a decreased fuel position, and a"control member for the servo motor arranged to .be operated atsubstantially wide and a throttle therefor, a manual control for the vfuel pump, a pressure operated member operatively connected with thethrottle to vcontrol thel same, means for subjecting said pressureoperated member to air conduit pressure, said pressure operated member-being arranged to open the throttle as the' pressure in the conduit isreduced, a lever connected with the throttle andmovable thereby. aresilient device movable with the fuel control, said device contactingsaid lever in a manner to opp'ose opening of the throttle, and saiddevice being movable with respect to said lever in a manner to decreasethe effective lever length and the opposition -to throttle open-y ingwhen the fuel control is moved toward increased fuel position, apressure operated device A adjacent the fuel control arranged to forcethe same toward a decreased fuel position when pressure is applied tothe device, and a. valve operated by the throttle and arranged to supplypressure to the pressure operated device only when the throttle is insubstantially the wide open v position. l

14. In a fuel mixture control for an internal combustion engine, a fuelpump, an air conduit and a throttle therefor, a manual control for thefuel pump, a pressure operated member operatively connected with thethrottle to control the same, means for subjecting saidpressureyoperated member to air conduit-pressure, said pressure operatedmember being arranged to 'open the throttle as the pressure in theconduit is reduced, a lever connected with the throttle and movablethereby, a resilient device movable with the fuel control, said devicecontacting said lever in a manner to oppose opening Aof the throttle,and said device being movable with respect to said lever in a manner todecrease the effective lever length and the opposition to throttleopening when the fuel control is vmoved toward inl creased fuelposition, a pressure operated device adjacent the fuel control arrangedto force the same toward a decreased fuel position when pressure isapplied to'the device, and a valve operated by the throttle and arrangedto supplyfpressure to the pressure operated device only when thethrottle is in substantially the wide open position, said valve having arelief opening associated therewith which is uncovered by the valve torelieve the pressure on the. device when the throttle is moved towardthe closed position.

15. In a. fuel mixture control for an engine, a fuel feed, an airmanifold and a throttle therefor, a manual control for the fuel feed,means for controlling the throttle in accordance with the and a throttletherefor, a manual control for the fuel feed, means for controlling thethrottle in accordance with the fuel control position, means `responsiveto engine exhaust both `of said heat responsive means beingdiii'erentially operative to control the throttle in a manner to openthe throttle upon an increase vin either conduit temperature or exhaust'gas temperature, both of said heat responsive means being exposed toair conduit pressure and responsive thereto in amanner to open thethrottle when the pressure is decreased.

17. In a fuel mixture control for an internalv combustion engine, a fuelpump, an air conduit arranged tok have increased mechanical advantagewhen the fuel control is in the decreased fuel position, a bellowssealedunder a predetermined pressure, said bellows being operativelycon-` nected with the throttle in a manner to open the same when thebellows is expanded, means for vsubjecting the bellows to the pressureof the air conduit at two points in the conduit having a and a throttletherefor, a manual fuel pump control, a linkage for controlling thethrottle in accordance with the position of the pump 'control, conduitpressure operated means connected throttle opening when the exhausttemperature is increased. 1

18. In a fuel mixture control for an engine, e fuel feed, an air conduitand a throttle therefor, a manual fuel feed control, alinkage forcontrolling the throttle in accordance with the position of the feedcontrol, conduit pressure operated means connected with said linkagetending to open the throttle-as the conduitY pressure is reduced, meansfor exposing said conduit pressure operated means to air conduittemperature in e, manner to increase the throttle opening when the airconduit temperature is increased, expansible means exposed to the engineexhaust gas and connected with said linkage in a manner to increase thethrottle opening when the exhaust temperature is increased and meansactuated by the throttle only at substantially its wide open positionfor forcing the fuel feed control toward a decreased fuel position.

19. In a fuel and air mixture control for an engine, manual means forcontrolling the fuel, automatic meansl for controlling the air, saidautomatic means including a plurality o'f mutually coacting pressureresponsive members that are .operatively connected to the throttle andto the fuel control whereby the throttle is conjointly controlled in itsoperation by variations in fuel control position, exhaust gas pressure,exhaust gas temperature, air conduit pressure and air conduittemperature. i

20. In a fuel and air mixture controlfor an engine, manual means forcontrolling the fuel, automatic means for controlling the air, saidautomatic means being subjected to and conjointly controlled in itsoperation by variations in fuel control position, exhaust gas pressure,exhaust' gas temperature, air conduit pressure and air conduittemperature and means controlled by the throttle arranged to reduce thefuel' supply only at substantially wide open throttle position.

21. In a. fuel mixture control for an internal combustion engine, a fuelpump, an air conduit and a throttle therefor, a fuel pump control, meansfor moving the throttle including a pivoted lever, resilient meansmovable with the pump control, -said resilient means being arranged tocontact the lever andto move relatively thereto in a manner'to vary themechanical advantage of the resilient means, said resilient means beingpressure differential between them, a second bellows containing anexpansible fluid, a, pipe in communication with the interior of thesecond bellows, said pipe 'having its other end closed and exposed tothe engine exhaust gases, and s aid bellows 'being operatively connectedwith the throttle in a manner to open the same when the. bellows isexpanded. y

22. Engine fuel-air ratio control means, and means actuating saidcontrol means to regulate said fuel-air ratio with changes of enginespeed, manifold pressure, exhaust pressure and an operative temperature.7

23. In a fuel and air mixture control device for an internal combustionengine, a fuel pump,

an air conduit connecting the engine with the atmosphere and anair-pressure actuated throttle therefore, a manual control for the fuelpump includinga lever, movable stop means arranged in the path ofvsaidlever, and atmospheric pressure operated means arranged to move saidstop means to limit the movement of the manual control toward theincreased fuel position when the atmospheric pressure is reduced below aprey determined value.

24. In a fuel and air mixturev control device for an internal combustionengine, a fuel pump, an air conduit connecting the engine with theatmosphere and an air-pressure actuated throttle therefor, a, manualcontrol for the fuel pump including a lever, movable stop means arrangedin the path of said lever, and means including a sealed bellows exposedto'i atmospheric pressure arranged to move said stop and limit themovement of the lever toward the increased fuel position when theatmospheric pressure is reduced below a predetermined value.

Y25. In a fuel mixture control for an engine,

the combination of a fuel pump, an air conduit l and a throttle controltherefor, means for controlling ther fuel pump, uid pressure actuatedmeans for controlling the throttlein accordance with engine air conduitpressure, and a stop associated with the pump control and so located asto limit throttle movement in the event of failure of the uid pressurecontrol.

26. In a fuel mixture control for an engine, the combination of a fuelpump, an air conduit anda throttle control therefor, means forcontrolling the fuel pump, air conduit pressure actuated means forcontrolling the throttle in accordance 28. In a fuel mixture control foran engine,

means for supplying fuel` to the engine, an air conduit anda throttletherefor, a manual control forthe fuel supply, air conduit` pressureture.

Aactuated means for, controlling the throttle, ex- -haust .gas pressureactuated means for modifying the action of the vair conduit pressureactuated means, and means for modifying the action of ing a fuel feedingdevice, an air conduit and a throttle therefor, a manual control for thedevice, means movable by the manual control for controlling the throttlein accordance with the fuel charge, means operated by air conduitpressure for controlling the throttle, and means actuated by exhaust-gastemperature for controlling the throttle.

31. In a fuel mixture control for an engine havinga fuelfeeding device,an air intake conduit and a throttle therefor, a manual control for thedevice, means movable by. the manual control for controlling thethrottle in accordance with the fuel charge, meanslfor controlling thethrottle in accordance with exhaust gas pres- 1 sure, and any indicatormovable by the manual control for indicating the quantity of the aircharge passing through the conduit.

32. In a fuel mixture control for an internal combustion engine, havinga fuel and air feeding device including an air conduit and a throttletherefor, a manual control for the device, means movable by themanualcontrol for obtaining a desired quantity of air and fuel charge,and means pressure modied bythe exhaust gas temperature and pressure tomaintain said quantity of air charge while the manual control remainsset in a fixed position under changes of entering air pressure andtemperature.

36. In a fuel mixture controlfor an internal ycombustion engine, a fuelfeed', an air conduit and a throttle therefor, a means for controllingthe. fuel feed, a manual means for controlling the throttle to regulatethe air flow as the fuel is increased, and means for positively movingthe f-uel feed control to a reduced fuel position at a predeterminedposition of the throttle.

3'?. In a fuel mixture control for van internal combustion engine, meansfor supplying fuel to the engine, anair conduit and a throttle therefor,means for controlling the fuel supply, means for controlling thethrottle to regulate the -air flow as the fuel is increased, and meansresponresponsive to air conduit temperature to maintain said quantity ofair charge while the manual control remains set i `n a xed positionunder changes of entering air pressure a'nd tempera- 33. In a fuelmixture control for an internal combustion engine, having a fuel and'airfeed-- ing device including an air conduit and athrottle therefor, amanual control for the device, means movable by the manual control forobtaining a desired quantity of air and fuel charge, and meansresponsive to air conduit temperature and the pressure of the engineexhaust gas to maintain said quantity of air charge while the manualcontrol remains set in -a fixed position under changes of entering airpressure and temperature.

34. In a fuel mixture control for an internal combustion engine, havinga fuel and air feeding device including an air conduit and a throttletherefor, a manual control for the device; means movable by the manualcontrol for obtaining a desired quantity of air and fuel charge, andmeans responsive to air conduit pressure and to exhaust gas pressure andtemperature to maintain said quantity of air .charge while the manualcontrol remains set in a xed position under changes of entering. airpressure and temperature.

sive to exhaust gas pressure for controlling the throttle.

38. A method of mixing fuel and air for an in- V ternal combustionengine having a fuel pump i,

including manually controlling .theow of fuel through the pump andcontrolling the air flow by the exhaust gas pressure.

39. In a fuel and air feeding system for an internal combustion engine,means for feeding fuel to the engine, an air conduit and a throttletherefor, means controllingvthe f-uel'feed, means for controlling'thethrottle to increase the air flow as the fuel is increased, and meansbecoming operative at substantially wide open position of the throttlefor moving the fuel feed control toward a reduced fuel position.

40. In a contro1 for fuel-air feeds to an engine, a control of the fuelfeed, a control of the 'engine intake manifoldair pressure forcontrolling the fuel-air ratio, and means for modifying the fuelairratio according to engine exhaust gas pressure.

41. In a control for fuel-air feeds to an engine, a contro1 of the fuelfeed, a control of the air feed in accordance with the engine intakemanifold -air pressure and temperature to thereby control the fuel-airratio, and means for modifying one of said feeds in response to'variations in engine exhaust gas pressure.

42. In a control for fuel and air feeds to an engine, a control of thefue1 feed, a control of the air feed in accordance with engine intakemanifold air pressure for controlling the fuel-air ratio, and means formodifying one of said feeds in response to variations in the pressureand temperature of the engine exhaust gas.

43. In a charge forming device foran internal combustion engine, meansfor supplying fuel to the engine in accordance with engine speed, manualmeans for controlling the fuel supply and vfor controlling the engineintake manifoldair pressure to thereby control the fuel-air ratio, andmeans responsive to the pressure of the engine exhaust gases and,operative in a direotionto de- `pressureof the exhaust gas for`controlling the y relative amounts of fuel and air to control thefuel-air ratio.

45. The invention defined in claim `44 comprising in addition iluidpressure responsive means' 5 becoming operative when the throttlereaches substantially Wide open position for moving the fuel feedcontrolling elementl in a, direction to reduce the fuel feed.

46. In a control for an internal combustion enl gine having an airsupply conduit and a throttle therefor, a manual control operativelyrelated to the throttle for obtaining a desired engine chargingpressure, and means responsive to variations in the pressure andtemperature of the engine exhaust gas for modifying the throttleposition while the manual cpntrol remains set in a fixed position.

47. In a control for an internal combustion engine having an air supplyconduit and a throttle therefor, a manual control operatively related tothe throttle for obtaining a desired engine charging pressure, and meansresponsive to the pressure and to the velocity of the air in the conduitposterior to the throttle for modifying me throttle position.

48. An engine fuel and air control device including means forcontrolling the engine fuel and air feeds, and means operativelyconnected with said first mentioned means for varying at least one ofsaid feeds with changes of engine manifold air pressure and temperature,surrounding atmospheric pressure and engine speed.

49. Engine fuelinjection rand air supply system including first meansfor modifying the supply of one of said fluids, namely fuel and air,operative in a direction tending to increase the fuel to air ratio withincrease of the engine manifold air pressure and with decrease of theengine manifold air temperature and atmospheric pres- 4o sure, andadditional engine operative condition responsive means for altering saidsupply independently of saidk flrst means.

50. A hydraulically controlled fuel injection system having valve meansfor regulating .the engine fuel supply, means responsive to changes ofmanifold air pressure, of manifold air temperature, of atmosphericpressure, and of an additional engine operative temperature, and anoperative interconnection between said means.

51. Engine fuel-air ratio control means, and means responsive to changesof manifold pressure and temperature and exhaust pressure actuating saidcontrol means to regulate said fuel-air ratio automatically.

52. Engine fuel-air ratio control means, and means responsive to changesof exhaust lpressure and temperature actuating said control means toregulate-,said fuel-air ratio.

53. Supercharged engine fuel-air ratio control 60 means; and manualregulating means and means responsive to changes of induction pressureand temperature between supercharger and engine and exhaust pressureactuating said vcontrol means to regulate said fuel-air ratio.

54. Engine fuel-air ratio control means, and manual regulating means andmeans responsive to changes of exhaust pressure and temperatureyactuating said control means to regulate said ratio. l

55. Charge forming device including Venturi means to keep the enginefuel supply substantially proportional to the engine air supply; mixturecontrol means regulating the ratio of proportionality between said fueland air supplies; and means responsive to changes of exhaust pressureand temperature operatively connected with said mixture-control means toregulate said mixture ratio automatically.

56. In a control for an internal combustion engine having an air supplyconduit, an engine throttle in the passage for variably controlling thepower developed by the engine, a manual control operatively connected tothe throttle, and means responsive to variations in the pressure of theengine exhaust gas and operative throughout the major portion of thethrottle operating range for modifying the throttle position.

57. In a. control for an internal combustion engine having'an airsupplypassage means, a manual control operatively connected to an enginespeed-controlling throttle in the air supply passage means, and meansresponsive to,variations in the pressure of the engine exhaust gasconnected to an engine speed-controlling throttle in the air passagemeans and operative during periods of normal temperature operation tomodify the throttle position.

V58. In a control for fuel-air feeds to an engine, a control for one ofsaid feeds, a control for the other of said feeds in accordance with theengine` intake manifold air pressure and temperature to thereby controlthe fuel-air ratio, and means for modifying ne of said feeds in responseto variations in engine exhaust gas pressure,`

59. Supercharged engine fuel-air ratio control l means, and manualcontrol means and means responsive to changes of engine speed, inductionpressure between supercharger and engine, and exhaust pressureoperatively connected with said ratio control means to control saidratio.

` FRANK C. MOCK.

REFERENCES CITED The following references'are of record in the ille ofthis patent:

*Wright Feb. 17, 1931 Certificate of Correction Patent No. 2,426,740.

FRANK C. MOCK It is hereby certified that errors appear in the printedspecification of the above numbered patent requiring correction asfollows:

Column 10, line 26, claim 23, for the Word therefore read therefor; line55, beginning With 26. In a fue strike out all to and including controlin line 63, com- 'l prising claim 26; column 11, line 25, before engineinsert ntemal combustion; for the claims 110W numbered 27 through 59read 26 to 58 respectively; in the heading to the printed specification,line 8, for 59 Claims read 58 Claims;

and that the said Letters Patent should be read With these correctionstherein that the same may conform to the record of the case in thePatent Oflice.

Signed and sealed this 7th day of December, A. D. 1948.

THOMAS F. MURPHY,

Assistant 'ommz'ssz'oner of Patents.

September 2, 1947.

